Transmission



March 10, 1953 F. w. SEYBOLD TRANSMISSION 5 Sheets-Sheet 1 Original Filed Oct. 23, 1946 M 5 m m Wm m March 10, 1953 w, SEYBOLD Re. 23,630

TRANSMISSION Original Filed Oct. 23, 1946 5 Sheets-Sheet 2 IN V EN TOR.

EaZaW/Q m 44 TRANSMISSION 5 Sheets-Sheet 3 Original Filed Oct. 23, 1946 com 02 I I I 09 Q2 03 I I 20 to to to 20 .5 WM 02 I I I on c9 02 co. I I to E0 :6 6 :0 E 02 I on I on I I 02 Q9 02 to :0 to 6 :6 :2 MN I I 8m 3m I 02 I I G .8 Bm G. .8. to zo to r6 :0 :m own I 3 02 I I I 02 02 02 to :0 zo to to Z I com 0% 8v c2 no. to .to an to ,6 3 t 2 n. v. 2 u. 2 m m h w n v n w 8m 03 I I I oo. 2: 2: I 8. 2 to .Eo to :0 rm 02 I I I on e2 e2 3. I 02 E0 to to =0 20 2 mg. 0Q I am I on I I e2 oo. 02 to to :0 to .6 mum I I con o3 I 02 I I 5 .8 3 2: 02 :6 5 E6 to zo :m t: n own I 2 02 I I I on. 02 02 F8 5 2 to to rd can I I 02 l 02 8. I l 02 to to 6 Co 20 :n mwt w .2: Elm nn nn nnlv m aafium 11.38 m nn 0n nn x m 9.5m hDO mkuuilgiimki QN -unhu 8mg. 85 9.2m o9 "M532 uzazu mmaomoh fizuzmuu msmm 1230 29:81

INVENTOR. $51M M 5'07W4 March 10, 1953 w, SEYBOLD Re. 23,630

TRANSMISSION Original Filed 001'.- 23, 1946 5 Sheets-Sheet 4 60 1. INTERMEDIATE EM. Low REVERSE IN VEN TOR. Zlxma MSW 11gb March 10, 1953 F. w. SEYBOLD 23,530

TRANSMISSION Original Filed Oct. 23, 1946 5 Sheets-Sheet 5 Reissued Mar. 10, 1953 TRANSMISSION Frederick W. Seybold, Westiieid, N. 1., assignor to Borg-Warner Corporation, Chicago, 11]., a corporation of Illinois Original No. 2,524,867, dated October 10, 1950, Se-

rial No. 705,062, October 23, 1946. Application for reissue October 9, 1051, Serial No. 250,409

(Ci. IL-730) Matter enclosed in heavy brackets appears in the original patent but forms no part of this reissue specification; matter printed in italics indicates the additions made by reissue.

27 Claims.

This invention relates to automatic variable speed gearing combined with a Fdttinger fluid coupling for converting torque and is particularly adaptable ior use on motor vehicles or any other mechanism with which variable speed transmissions are customarily employed.

Variable speed transmission gearing combined with a hydraulic coupling i well known in the art, but most or them are complex in operation as they require the controlled, alternate engagement and disengagement oi clutches and brakes to produce the desired speed ratios and in some constructions a separate gear set must be provided solely to obtain the reverse operation of the transmission. In view of the fact that the torque reactions produced in such transmissions may be several times the input torque it becomes increasingly difficult to control these reactions by friction brake bands.

While in this invention the control of the clutches may be fully automatic, on the other it may be desirable to place the control of the clutches entirely in the hands of the operator and by means of a simple valve this feature becomes available.

It is a primary object of this invention to pro vide a power transmission in which the torque reactions are automatically controlled by positive jaw-type brakes which automatically are ren dcred inoperative when these torque reactions are relieved.

It is a further object to provide a power transmission in which a high torque multiplication is available under emergency conditions.

It is a still further object or this invention to provide a power transmission which provides five diiferent forward speed ratios and one reverse speed ratio thru the alternate or combined engagement and/or disengagement of two friction clutches, which may be under manual or automatic control.

It is another object of this invention to provide a power transmission with suitable means to prevent "roll-back" of the vehicle when the transmission is conditioned for forward operation.

It is an additional object of this invention to provide means to prevent the output shaft from overrunning the input shaft.

A further object of this invention is to provide a power transmission in which the torques imposed on the friction clutches never exceed and are mostly less than the engine torque and the latter is transmitted in all speed ratios thru a fluid coupling whereby shocks are cushioned and smoothness of operation is attained.

with these and other objects in mind which will become apparent throughout the description the invention resides in the novel combination of planetary gearing, friction clutches and positive braking elements combined with a fluid coupling to produce the various features outlined above and hereinafter described and more particularly defined in the appended claims, it being understood that such change in the precise embodiment of the invention may be made as come within the scope of the claims.

The accompanying drawings illustrate two examples of the invention constructed to demonstrate the principles of the invention to the best advantage; and in which:

Figure l is a side elevational view in vertical longitudinal section thru the power transmission. All minor details such as anti-friction bearings, screws, etc. have purposely been omitted whereby a diagrammatic drawing lends itself to an easier understanding and comprehension of the construction of the invention;

.Figure 2 is a side elevational view in vertical longitudinal section of another form of the invention;

Figure 3 shows in tabulation the various speed ratios, clutch and brake engagements, torque ratios for both constructions;

Figure 4 shows the valve setting for the operation of clutches A and B, when the transmission is operating in Low" gear ratio;

Figure 5 is a cross-section taken along the line 5-5 of Figure 4;

Figure 6 shows the valve setting when the transmission is operating in 1. Intermediate, or Emergency Low," or "Reverse" gear ratio depending on additional conditions within the transmission;

Figure '1 shows the valve setting when the transmission is operating in 2. Intermediate gear ratio;

Figure 8 shows the valve setting when the transmission is operating in High" gear ratio;

Figure 9 shows the various positions of the slidable brake member whereby the difierent speed ratios of the transmission are determined.

Figure 10 is an exploded view showing the externally grooved reaction members with their internally grooved, slideable brake means which cooperate with a slideably positioned stationary brake means.

Referring to Figure l, the transmission unit is composed of eight assemblies to be hereinafter described in detail.

The primary driving assembly comprises the drive shaft l integral with the impeller ll of a hydraulic coupling. and with the casing l2, which surrounds the entire transmission. An oil seal l3 confines the lubricating oils therein. A turbine wheel I co-operates with the impeller II, and wheel I4 is connected to a clutch housing provided with an internal gear l5 and an internal gear It, the internal gear l5 receiving the friction plates ll of the multiple plate clutch A. Suitable hydraulic pressure operated pistons It in cylinders I! are attached to the turbine wheel H for the actuation of the friction clutch A. A hardened steel ring is part of the impeller H and this ring is a component part of a freewheeling clutch to be described later.

2. THE SECONDARY DRIVING ASSEMBLY The secondary driving assembly comprises the friction plates 2| which alternate with the friction plates I1 and the former are slidably mounted on the external hub 22 to which the bevel gear 23 is attached.

3. THE INTERMEDIATE FLOATING ASSEMBLY The intermediate floating assembly comprises the bevel gear 24. the member 25 for receiving the friction plates 25, the hydraulic pressure operated pistons 21 in cylinders 28 attached thereto and the carrier 29 on which the planet pinions 30 are mounted for engagement with the internal gear It. The carrier 29 terminates with the internal brake teeth 3|.

4. THE PRIMARY REACTION ASSEMBLY The primary reaction assembly comprises the sun gear 32 which meshes with the planetary pinions 30. Sun gear 32 is provided with a. hub 33 on the external surface of which multiple helical threads 34 are formed which are engaged by similar multiple helical threads formed within the bore of the multiple tooth brake 35. A shoulder 35a limits the movement of brake 35 to the right.

5. THE SECONDARY REACTION ASSEMBLY The secondary reaction assembly comprises the bevel gear 35, the external hub 31 for receiving the friction plates 38 which together with the plates 26 form the multiple plate clutch B. Bevel gear 38 is provided with a hub 39 on the external surface of which multiple helical threads 40 are formed which are engaged by similar multiple helical threads formed within the bore of the multiple toothed brake 4|. (The teeth of brakes 35 and II are in the same plane when in their disengaged position.)

The brake ll fits snugly into hub 33 with only sumcient clearance for a film of oil the function of which will be described later. A shoulder a limits the movement of brake II to the right.

6. THE DRIVEN ASSEMBLY The driven assembly comprises the output shaft 42 which extends to the left and therecarries the overrunning clutch 43 which prevents the output shaft from overrunning the drive shaft III. as well as for the purpose of starting the engine by pushing the car. To the output shaft 42 is attached the carrier 44 on which the cluster bevel pinions l5 and 43 freely rotate. Pinions 45 mesh with bevel gears 24 and 35, and pinions 48 mesh with bevel gear 23.

4 7. THE CONTROL ASSEMBLY The control assembly comprises the slideable brake member 41. the position of which relative to the tooth brakes 3|, 35 and ll determines the various speed ratios which will be described later. Member 4! is provided with external spline teeth ll! which are slideably mounted in internal spline teeth 43 of the stationary transmission casing 5. The member 41 extends into the transmission casing l2 and provides a cylindrical surface for the oil seal I 3 and at its extreme left it is provided with external brake teeth 5| which may be engaged with the brake teeth 3! when member 41 is moved to the right by means of well known shifting mechanism usually actuated by lever and linkage mechanism attached to the steeringwheel column and terminating in the groove 52 of the member 41. The member 41 is provided with a bore for snugly fitting the brake 35 therein with only suflicient clearance for an oil film, the purpose therefor to be described later. The bore of member 4'! terminates at the internal vertical face on which the radial, multiple tooth brake 53 is provided for engagement with the brakes 35 and M separately or simultaneously.

As previously mentioned the pistons l8 and 27 are actuated by hydraulic pressure to condition the multiple friction disc clutches A and B for the transmission of power. The source of this hydraulic pressure is usually a pump (not shown) whose high pressure fluid is conducted to the valve chamber 54 in which the 3-way valve 55 is rotatably fitted and provided with suitable drain grooves 55 and 51, the groove 51 co-operating with a drain groove 58 in the bore of the valve chamber 54 from which a duct 53 leads to the cylinder IQ of the clutch A and a similar duct 50 leads to the cylinder 28 of the clutch B. These ducts are diagrammatically indicated on Figure 1.

8. THE NO-ROLL-BACK ASSEMBLY To prevent "roll-back of the vehicle when the transmission is set in any one of the 5 forward gear ratios a one-way brake BI is incorporated between the bevel gear 36 of the secondary reaction assembly and the shaft 42 of the driven assembly.

The construction of Figure 2 differs from that shown in Figure 1 in the following respect:

The internal member i5 of the multiple disc clutch A is now connected to the drive shaft l0 and the impeller ll 01' the hydraulic coupling; but the casing I2 is now connected to the runner ll of the hydraulic coupling. All parts hereby affected have been given reference numbers ten times larger than those of the corresponding parts of Figure 1.

OPERATION A. Idling or "neutral position" For neutral operation of the transmission a suitable control lever in the steering wheel post will be set in the neutral position as indicated in Figure 9, thus sliding brake member 41 to the from the position shown in Figure 1 to the extent that the teeth 5| and 3| approach each other but do not yet engage, and the brake teeth 53 will then be out of reach of the brake teeth 35 and ll, the movement of members 35 and ll to the right being limited by the shoulders 35a and He. respectively. The 3-way valve 55 is set as shown in Figure 4. The pressure fluid from be driven in the opposite direction at a speeddetermined by the ratio of the number of teeth in the internal gear Ill and the sun gear 32. For example, if the internal gear l5 has 80 teeth and the sun gear 32 has 48 teeth. then the latter will rotate 80/48=1 times as fast. but opposite in sense from that of the internal gear N.

B. Forward motion in "emergency low gear To produce forward motion in emergency low" gear the control lever is moved to the position Em. Low of Figure 9. i. e. the slidable brake member 41 will be shifted to the left to the extent that the brake teeth 53 will come within the reach of the brake teeth II, but not of the brake teeth 35. The 3-way valve 55 is set as shown in Figured. The pressure fluid from the pump passes thru the valve 55 into the duct 55 and into the cylinder i3, actuating the pistons l3 and thereby the clutch A, driving the bevel gear 23. The bevel gear 35 serves as the reaction member. the brake teeth 4| being engaged with the stationary brake teeth 53 of the slidable brake member 41.

The Elven shaft 42 will, therefore, rotate at reduced speed but increased torque. power being transmitted from the engine shaft HI thru the impeller II to the runner l4 to the clutch A, to the bevel gear 23, to cluster bevel pinlons 45 and 45 on the carrier 44 of the driven shaft 42. The bevel gear 24, planet pinions 30, sun gear 32 and internal gear l3 transmit no power, therefore rotate idly.

Assume that the bevel gear 35 has 48 teeth and the pinions 45 have 12 teeth and the gears 23 and 46 are of equal size, then for each revolution of the drive shaft it the driven shaft 42 will make V revolution, and the output torque is now live times greater than the input torque.

C. Forward motion in low" gear To produce forward motion in "low gear, the control lever is moved to the position marked Forward of Figure 9, i. e. the slidable brake member 41 will be shifted further to the left to the extent that the brake teeth 53 will now also be within reach of the brake teeth 35. The 3-way valve 55 is set as shown in Figures 4 and 5.

The pump will discharge into the groove 56 and clutches A and B will be disengaged, fluid from the cylinders i3 and 23 will flow into grooves 51 and 58. Power will now be transmitted from the engine drive shaft in to the impeller ii and thence will be transmitted to the runner i4 and internal gear it. The sun gear 32 now serves as the reaction member, tending to rotate in the opposite sense from that of the internal gear I3, but its rotation will be prevented by the engagement of the brake teeth 35 with the teeth 53 of the stationary brake member 41. Increased torque (but at a reduced speed) will be transmitted by the carrier 23 thru the planetary rotation of the pinions 33 around the sun gear 32 to the bevel gear 24. Further torque multiplication and speed reduction takes place when the bevel gear 38 also tends to rotate in the reverse direction, but its rotation will be prevented by the engagement of the teeth 4i with the teeth I53 oi the stationary brake member 41. This multiplied torque will be transmitted to the driven shaft 42 thru the planetary rotation of the pinions 45 around the now stationary bevel gear 38 and driven by the bevel gear 24.

As previously assumed the internal gear i5 has teeth and the sun gear 32 has 48 teeth, the carrier 23 will, therefore, rotate at of the speed of the internal gear l5, and the driven shaft 42 will then rotate at of the speed of the input shaft ill and the output torque will be 3.20 times greater than the input torque.

D. Forward motion in 1. intermediate gear thereby the clutch A, driving the bevel gear 23.

The carrier 23 and bevel gear 24 continue to rotate at V; of the speed of the input shaft ill, but the rotation of the bevel gear 23 at approximately the speed of the input shaft due to the engagement of the clutch A will cause the output shaft 42 to rotate at V of the speed of the input shaft i0 and the output torque will be two times the input torque.

The bevel gear 35 will now rotate in the same direction as the input shaft Ill, but at of that speed, the clutch teeth 4i will disengage from the teeth 53 due to the frictional oil drag contact of brake 4! with the bore of the hub 33, the multiple helical threads 43 will cause the brake 4i to move out of engagement with the teeth 53 of the stationary brake member 41, aided by the incline of the brake teeth as well.

It should be noted that the gear 23 transmits feed-back torque to the runner H of the hydraulic coupling thru the clutch A and hence to the internal gear it, in other words, there is a circulating torque added to the engine torque and this combined torque is manifested at the internal gear I8.

Torque multiplication is effected by means of the reaction sun gear 32 and this multiplied torque is transmitted to the bevel gear 24 and then divided between the cluster bevel pinions 45 and 45, and the bevel gear 23, this latter torque being fed back thru the clutch A thru the runner H to the internal gear l5.

This feed-back torque is indicated by a small arrow in the tabulation of Figure 3.

E. Forward motion in 2. intermediate gear To produce forward motion in 2. intermediate gear the control lever remains in the position "Forward of Figure 9; but the 3-way valve 55 is set as shown in Figure 7. The clutch A is now disengaged, because the fluid in cylinders i8 may drain thru duct 59 into the drain groove 56. The pump discharges high pressure fluid into duct 50 and into the cylinders 28, actuating the pistons 21 and thereby engaging the clutch B, driving the bevel gear 35 at the same speed as the bevel gear 24. in other words, the bevel gear 24, cluster bevel pinions 45-46, bevel gears 35 and 23 will rotate as a unit at the speed of the bevel gear 24, which continues to rotate at of the speed of the internal gear it, but receives multiplied torque as long as the reaction sun gear 22 remains stationary, the brake teeth 35 continue their engagement with the brake teeth 53 of the stationary brake member 41.

The output shaft 42 now rotates at oi the speed of the input shaft in and the output torque will be 1.6 times greater than the input torque.

F. Forward motion in high gear To produce forward motion in high" gear the control lever remains in the position "Forward" of Figure 9; but the 3-way valve 55 is set as shown in Figure 8. The pump will deliver high pressure fluid into the ducts 59 and G and hence into cylinders l9 and 28, thereby actuating pistons i8 and 21 respectively and engage the clutches A and B.

Power is transmitted from the input shaft it to the impeller H, thence to the runner l4 and clutch A, the latter driving the bevel gear 22. Clutch B locks bevel gears 24 and 36 together, compelling the cluster pinions 4548 to rotate as a unit with the bevel gears 24 and 3G. The pinions 45-46 being integral and as bevel gear 23 meshes with the pinion 48, there can no longer be any relative rotation of these gears and pinions, therefore, a direct drive from the input shaft In to the output shaft 42 is established. No power is transmitted thru the internal gear l6,

planetary pinions and sun gear 32, and the carrier 29 must now rotate at the speed 01' the runner l4 of the hydraulic coupling and, of course, that of the internal gear It. It follows that the sun gear 32 is also compelled to rotate at the same speed, consequently the brake teeth 35 become disengaged from the teeth 52 of the stationary brake member 41.

The entire engine power is, therefore, transmitted directly to the output shaft 42 and all relative rotation between the gearing ceases and no torque multiplication takes place.

G. Reverse" operation To produce reverse motion of the vehicle the control lever is moved to the position Reverse" of Figure 9; i. e. the slideable brake member 41 is moved to the extreme right in order to engage its brake teeth it with the brake teeth 3| on the carrier 29 of the intermediate floating assembly. In this position the brake teeth 53 are out of reach of the brake teeth 35 and 4!.

Rotation of bevel gear 36 and sun gear 32 in a sense opposite to that of the drive shaft I0 is thereby permitted; motion 01' the brakes 25 and 4| to the right is limited by the shoulders 35a and Ma respectively. Rotation of the carrier 29 and bevel gear 24 being prevented, a setting of the 3-way valve 55 as shown in Figure 6 will pass high pressure fluid from the pump thru duct 59 to the cylinders l9 and actuate the pistons I2 and engage the clutch A and drive the bevel gear 23, causing the cluster bevel pinions 45-46 to planet around the stationary bevel gear 24 in a sense opposite to that of the bevel gear 23 but at a reduced speed and increased torque.

As previously assumed, the bevel gears 24 and 38 have 48 teeth and the pinions 45 have 12 teeth, and the bevel gears 23 and 46 are of equal size, then for each revolution of the bevel gear 23 the output shaft 42 will make V3 revolution in the opposite sense, i. e. it will move the vehicle in reverse.

The internal gear I8 will rotate the planet pinions 30 on the now stationary carrier 29, causing the sun gear 32 to rotate in the same direction as the output shaft. Similarly the bevel gear 26 will rotate in the same direction as the output shaft but at double the speed, thereby automatically rendering the no-roll-back" oneway brake 6| ineffective in reverse operation.

The construction shown in Figure 2 differs from that of Figure 1 in respect to clutch A only. In Figure 2 clutch A is connected to the impeller of the fluid coupling, whereas in Figure 1, the clutch A is connected to the runner of the fluid coupling. In Figure 2 corresponding parts of Figure 1 have been indicated by the same numerals multiplied by 10.

The speed ratios obtained with the construction of Figure 2 are identical with those of Figure 1. The same sequence and combination of clutch and brake engagements is used to obtain the various speed ratios.

In the construction of Figure 1 the entire engine torque is transmitted thru the fluid coupling' in all 6 speed ratios as listed in the table of Figure 3, item 8, whereas the engine torque in the construction of Figure 2 is transmitted thru clutch A to the gear 230 in the emergency low, high and reverse gear ratios, and no torque whatever is imposed on the fluid coupling ii l4 in the above speed ratios. However, in the low and 2. intermediate gear ratios in the construction of Figure 2 the entire engine torque is transmitted thru the fluid coupling (as in Fig. 1) but in the 1. intermediate gear ratio the fluid coupling must transmit in addition to the engine torque the feed-back torque (item 11) from the bevel gear 230.

The tabulation of torque values of Figure 3 imposed on the various members of the transmission is based on an engine torque equal to units, for all 6 possible speed ratios obtainable with this transmission.

From an inspection of the table, Figure 3, it can be seen that the construction of Figure l is to be preferred, because the entire engine torque is always transmitted thru the fluid couplying (item 8), thereby eliminating stalling of the engine.

I claim:

[1. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two element hydraulic coupling, one element of which is connected to the drive shaft, an internal gear connected to another element of the hydraulic coupling, a first reaction member including a sun gear and movable brake means cooperating therewith, a first planet pinion carrier, planet pinions on said carrier meshing with said internal gear and said sun gear, a first gear connected to said first planet pinion carrier, a second reaction member including a second gear and movable break means cooperating therewith, a second planet pinion carrier connected to the driven shaft, planet pinions on said second carrier meshing with said first and second gears, stationary brake means cooperating with the brake means of said first and second reaction members to prevent their rotation in a direction opposite to that of the drive shaft and thereby cause the driven shaft to rotate in the same direction as the drive shaft but at reduced speed and increased torque] [2. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two element hydraulic coupling, one element of which is connected to the drive shaft, an internal gear connected to another element of the hydraulic coupling, a first reaction member including a sun gear and movable brake means cooperating therewith, a first planet pinion carrier, planet pinions on said carrier meshing with said internal gear and said sun gear, a first gear connected to said first planet pinion carrier, a second reaction member including a second gear and movable brake means cooperating therewith, a second planet pinion carrier connected to the driven shaft, planet pinions on said second carrier meshing with said first and second gears, slideably positioned stationary brake means cooperating with the brake means of said first and second reaction members to prevent their rotation in a direction opposite to that of the drive shaft and thereby cause the driven shaft to rotate in the same direction as the drive shaft but at reduced speed and increased torque] 3. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two element hydraulic coupling, one element of which is connected to the drive shaft, an internal gear connected to another element of the hydraulic coupling, a first reaction member including a sun gear and slideable brake means cooperating therewith, a first planet pinion carrier, planet pinions on said carrier meshing with said internal gear and said sun gear, clutch means and clutch actuating means on said first carrier, a first bevel gear connected to said first planet pinion carrier, a second reaction member including a second bevel gear with helical grooves thereon, and slideable brake means cooperating therewith and clutch means for cooperation with the clutch means on said first carrier, a second planet pinion carrier connected to the driven shaft, planet pinions on said second carrier meshing with said first and second bevel gears, slideably positioned stationary brake means cooperating with the brake means of said first and second reaction members to prevent their rotation in a direction opposite to that of the drive shaft, so that when the clutch means are disengaged the driven shaft will rotate in the same direction as the drive shaft but at reduced speed and increased torque, and when the clutch means are engaged the driven shaft will rotate at a different speed 4 ratio, whereby the brake means of the second reaction member disengages from the stationary brake means.

4. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two sun gear with helical grooves and slideable brake means cooperating therewith, a first planet pinion carrier, planet pinions on said carrier meshing with said internal gear and said sun gear, a first bevel gear connected to said first planet pinion carrier, a second reaction member including a second bevel gear with helical grooves thereon and slideable brake means cooperating therewith, a third bevel gear including clutch means, clutch means and clutch operating means on one element of the hydraulic coupling for cooperation with the clutch means of the third bevel gear, a second planet pinion carrier connected to the driven shaft, compound planet pinions on said second carrier meshing with the first, second and third bevel gears, stationary brake means slideable into definite positions for cooperation with the brake means of said first and second reaction members to prevent their rotation in a direction opposite to that of the drive shaft, so that when the clutch means are engaged the driven shaft will rotate in the same direction as the drive shaft but at different speed ratios determined by the position of the stationary brake means.

5. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two element hydraulic coupling, one element of which is connected to the drive shaft, an internal gear connected to another element of the hydraulic coupling, slideably positioned stationary brake means, a first reaction member including a sun gear with helical grooves and slideable brake means thereon for cooperation with the stationary brake means, a first planet pinion carrier, planet pinions on said carrier meshing with said internal gear and said sun gear, clutch means and clutch operating means on said first ca'rrier, a first bevel gear connected to said first planet pinion carrier, a second reaction member including a second bevel gear with helical grooves and slideable brake means thereon for cooperation with the stationary brake means and clutch means for cooperation with the clutch means of said first carrier, a third bevel gear including clutch moans, clutch means and clutch operating means on one element of the hydraulic coupling for cooperation with the clutch means of the third bevel gear, a second planet pinion carrier connected to the driven shaft, compound planet pinions on said second carrier meshing with the first, second and third level gears, so that when both clutches are engaged all brake means will become disengaged and the driven shaft will rotate in the same direction and practically at the same speed as the drive shaft.

6. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two element hydraulic coupling, one element of which is connected to the drive shaft, an intemai gear connected to the other element of the hydraulic coupling, slideably positioned stationary brake means, a first reaction member including a sun gear with helical grooves and slideable brake means thereon for cooperation with the stationary brake means, a first planet pinion carrier, planet pinions on said carrier meshing with said internal gear and said sun gear, clutch means and clutch operating means on said first carrier, at first bevel gear connected to said first planet pinion carrier, a second reaction member including a second bevel gear with helical grooves and slideable brake means thereon for cooperation with the stationary brake means and clutch means for cooperation with the clutch means of the first carrier, a third bevel gear including clutch means, clutch means and clutch operating means on one element of the hydraulic coupling for cooperation with the clutch means of the third bevel gear, a second planet pinion carrier connected to the driven shaft, compound planet pinions on said second carrier meshing with the first, second and third bevel gears, so that when either one or both clutch means are engaged the driven shaft will rotate in the same direction as the drive shaft, but at different speed ratios depending upon the position of the stationary brake means.

7. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two element hydraulic coupling, one element of which is connected to the drive shaft, an internal gear connected to another element of the hydraulic coupling, slideably positioned stationary brake means, a first reaction member including a sun gear with helical grooves and slideable brake means thereon for cooperation with the stationary brake means, a first planet pinion carrier, planet pinions on said carrier meshing with said internal gear and said sun gear, a first bevel gear connected to said first planet pinion carrier, a second reaction member including a second bevel gear with helical grooves and slideable brake means thereon for cooperation with the stationary brake means. a third bevel gear including clutch means, clutch means and clutch actuating means on one element of the hydraulic coupling for cooperation with the clutch means of the third bevel gear, a second planet pinion carrier connected to the driven shaft, compound planet pinions on said second carrier meshing with the first, second and third bevel gears, brake means on said first planet pinion carrier, whereby the slideably positioned stationary brake means cooperates with the brake means of both reaction members or only with the brake means of the first planet pinion carrier depending upon the position of the stationary brake means, for forward or reverse operation of the driven shaft respectively.

8. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two element hydraulic coupling, one element of which is connected to the drive shaft, an internal gear connected to another element of the hydraulic coupling, slideably positioned stationary brake means, a first reaction member including a sun gear with helical grooves and slideable brake means thereon for cooperation with .the stationary brake means, a first planet pinion carrier, planet pinions on said carrier meshing with said internal gear and said sun gear, clutch means and clutch actuating means on said first carrier, a first bevel gear connected to said first planet pinion carrier, a second reaction member including a second bevel gear with helical grooves and slideable brake means thereon and clutch means for cooperation with the stationary brake means and the clutch means of said first carrier respectively. a third bevel gear including clutch means, clutch means and clutch actuating means on one element of the hydraulic coupling for cooperation with the clutch means of the third bevel gear, a second planet pinion carrier connected to the driven shaft, compound planet pinions on said second carrier meshing with the first, second and third bevel gears, brake means on said first planet pinion carrier, whereby the slideably positioned stationary brake means cooperates with the brake means of both reaction members or only with brake means of the first planet pinion carrier depending upon the position of the stationary brake means for forward or reverse operation of the driven shaft respectively.

9. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two element hydraulic coupling, one element of which is connected to the drive shaft, an internal gear connected to another element of the hydraulic coupling, slideably positioned stationary brake means, a first reaction member including a sun gear with helical grooves and slideable brake means thereon, a first planet pinion carrier, planet pinions on said carrier meshing with said internal gear and said sun gear, a first bevel gear connected to said first planet pinion carrier, 9. second reaction member including a second bevel gear with helical grooves and slideable brake means thereon, a second planet pinion carrier connected to the driven shaft, planet pinions on said second carrier meshing with said first and second bevel gears, whereby the slideably positioned stationary brake means, inn first position, cooperates with the brake means of the first and second reaction members, in a ,second position. cooperates with the brake means of the second reaction member only, and in a third position, fails to contact the brake means of both reaction members for neutral operation of the transmission.

10. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two element hydraulic coupling, one element of which is connected to the drive shaft, an internal gear connected to another element of the hydraulic coupling, a slideably positioned stationary brake means, a first reaction member including a sun gear with helical grooves and slideable brake means thereon, a first planet pinion carrier with brake means, planet pinions on said carrier meshing with said internal gear and said sun gear, a first bevel gear connected to said first planet pinion carrier, a second reaction member including a second bevel gear with helical grooves and slideable brake means, a second planet pinion carrier connected to the driven shaft, planet pinions on said second carrier meshing with said first and second bevel gears, whereby the slideably positioned stationary brake means, in a first position, cooperates with the brake means of the first and second reaction members, in a second position, with the brake means of the second reaction member only, and in a third position, fails to contact the brake means of both reaction members, and in a fourth position, cooperates with the brake means of said first carriers 11. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two element hydraulic coupling, one element of which is connected to the drive shaft, an internal gear connected to the other element of the hydraulic coupling, slideably positioned stationary brake means, a first reaction member including a sun gear with helical grooves and slideable brake means thereon, a first planet pinion carrier with brake means, planet pinions on said carrier meshing with said internal gear and said sun gear, clutch means and clutch actuating means on said first carrier, a first bevel gear connected to said first planet pinion carrier, 9. second reaction member including a second bevel gear with helical grooves and slideable brake means thereon and clutch means for cooperation with the clutch means of said first carrier, a. third bevel gear including clutch means, clutch means and clutch actuating means on one element of the hydraulic coupling to couple with the clutch means of the third bevel gear, a second planet pinion carrier connected to the driven shaft, compound planet pinions on said second carrier meshing with the first, second and third bevel gears, whereby the slideably positioned stationary brake means, in a first position, cooperates with the brake means of the first and second reaction membersto prevent their rotation in a direction opposite to that of the drive shaft, and in second position, cooperates with the brake means of the second reaction member oniy, and in a third position, fails to contact the brake means of both reaction members, andin a fourth position, cooperates with the brake means of said first carrier.

12. The combination set forth in claim 11 in which roller brake means are provided between the second bevel gear and the driven shaft to prevent the driven shaft from rotating in a direction Opposite to that of the drive shaft when the slideably positioned brake means is in its first cacao and second positions, and said roller brake means is rendered automatically inoperative when the slideably posit oned brake means is in its third and fourth positions.

13. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two element hydraulic coupling, one element of which is connected to the drive shaft, an internal gear connected to another element of the hydraulic coupling, slideably positioned stationary brake means, a first reaction member including a sun gear with helical grooves and slideable brake means thereon, a first planet pinion carrier, planet pinions on said carrier meshing with said internal gear and said sun gear, a first bevel gear connected to said first planet pinion carrier, a second reaction member including a second bevel gear with helical grooves and slideable brake means thereon, a second planet pinion carrier connected to the driven shaft, planet pinions on said second carrier meshing with said first and second bevel gears, whereby the slideably positioned stationary brake means cooperates with the brake means of the first and second reaction members to prevent their rotation in a direction opposite to that of the drive shaft, and roller brake means between the second level gear and the driven shaft to prevent the driven shaft from rotating in a direction opposite to that of the drive shaft.

14. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two element hydraulic coupling, one element of which is connected to the drive shaft, an internal gear connected to another element of the hydraulic coupling, slidably positioned stationary brake means, a first reaction member including a sun gear with helical grooves and slideable brake means thereon, a first planet pinion carrier, planet pinions on said carrier meshing with said internal gear and said sun gear, a first bevel gear connected to said first planet pinion carrier, a second reaction member including a second bevel gear with helical grooves and slideable brake means thereon, a second planet pinion carrier, connected to the driven shaft, planet pinions on said second carrier meshing with said first and second bevel gears, whereby the slideably positioned stationary brake means cooperates with the brake means of the first and second reaction member to prevent their rotation in a direction opposite to that of the drive shaft, and roller brake means between the drive shaft and the driven shaft to prevent the driven shaft from over-running the drive shaft.

15. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two element hydraulic coupling, one element of which is connected to the drive shaft, an internal gear connected to the other element of the hydraulic coupling, slidably positioned stationary brake means, a first reaction member including a sun gear with helical grooves and slideable brake means thereon, a first pinion carrier with brake means, planet pinions on said carrier meshing with said internal gear and said sun gear, clutch means on said first carrier, a source of pressure fiuid, a three-way valve, fluid ducts, clutch actuating mean on said first carrier conditioned by said pressure fiuid flowing thru said valve and ducts, a first bevel gear connected to said first planet pinion carrier, a second reaction member including a second bevel gear with helical grooves and slideable brake means thereon and clutch means for cooperation with the clutch means of said first carrier, a third bevel gear including clutch means, clutch means on one element of the hydraulic coupling, clutch actuating means thereon conditioned by said pressure fluid flowing thru said valve and 'ducts, to connect with the clutch means of the third bevel gear, a second planet pinion carrier connected to the driven shaft, compound planet pinions on said second carrier meshing with the first, second and third bevel gears, whereby the slideably positioned stationary brake means which in a first position, cooperates with the brake means of the first and second reaction members to prevent their rotation in a direction opposite to that of the drive shaft, and in a second position, cooperates with the brake means of the second reaction member only, and in a third position, fails to contact the brake means of both reaction members, and in a fourth position, cooperates with the brake means of said first carrier.

16. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, 2. two element hydraulic coupling, one element of which is connected to the drive shaft, an internal gear connected to the other element of the hydraulic coupling, slidably positioned stationary brake means, a first reaction member including a sun gear with helical grooves and slideable brake means thereon, a first planet pinion carrier, planet pinions on said carrier meshing with said internal gear and said sun gear, clutch means and clutch actuating means on said first carrier, a first bevel gear connected to said first planet pinion carrier, a second reaction member including a second bevel gear with helical grooves and slideable brake means thereon and clutch means for cooperation with the clutch means of said'first carrier, a third bevel gear including clutch means, clutch means and clutch operating means on one element of the hydraulic coupling for cooperation with the clutch means of the third bevel gear, a second planet pinion carrier connected to the driven shaft, compound planet pinions on said second carrier meshing with the first, second and third bevel gears, the slideably positioned stationary brake means provides a bearing for the slideable brake means of said first reaction member, said sun gear provides a bearing for the slideable brake means of the second reaction member, said slideable brake means comprising each an internally helical grooved, hollow cylinder, one end of which is provided with ratchet teeth suitable for cooperation with the stationary brake means, said hollow cylinders being telescoped and in frictional contact with their immediate bearing, whereby said frictional contact acts to disengage the slideable brake members from the stationary brake means when the reaction members tend to rotate in the same direction as the drive shaft, when either or both clutch means are engaged.

17. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a two element hydraulic coupling, one element of which is connected to the drive shaft, and internal gear connected to the other element of the hydraulic coupling, slidably positioned stationary brake means, a first reaction member including a sun gear with helical grooves and slideable brake means thereon, a first planet pinion carrier with brake means to cooperate with said stationary brake means, planet pinions on said carrier meshing with said internal gear and said sun gear, clutch means and clutch actuating means on said first carrier, a first bevel gear connected to said first planet pinion carrier, 8 second reaction member including a second bevel gear with helical grooves and slideable brake means thereon and clutch means for cooperation with the clutch means of said first carrier, a third bevel gear including clutch means, clutch means and clutch operating means on one element of the hydraulic coupling for cooperation with the clutch means of the third bevel gear, a second planet pinion carrier connected to the driven shaft, compound planet pinions on said second carrier meshing with the first, second and third bevel gears, said slideably positioned stationary brake means provide a bearing for the slidable brake means of said first reaction member, said sun gear provides a bearing for the slideable brake means of the second reaction member, the said slidable brake means comprising each an internally helical grooved, hollow cylinder, one end of which is provided with ratchet teeth suitable for cooperation with the stationary brake means, said hollow cylinders being telescoped and in frictional contact with their immediate bearing, whereby said frictional contact acts to disengage the slidable brake means from the stationary brake means when the reaction members tend to rotate in the same direction as the drive shaft, when either or both clutch means are engaged.

18. Variable speed ratio transmission mechanism for motor vehicles comprising in combination, an input and an output shaft, two planetary gear sets each having input, output and reaction members, said reaction members being provided with helical groove controlled brake means,

brake means and clutch coupling means associated with the output member of the first planetary gear set and the reaction member of the second planetary gear set, a two element hydraulic coupling connection between the drive shaft and the input member of the first planetary gear set, clutch coupling means associated with the input member of the second planetary gear set and one element of the hydraulic coupling, slideably positioned stationary brake means cooperating with the brake means of said reaction members to prevent their rotation in a direction opposite to that of the drive shaft and with the brake means of the first planetary gear set, and fluid controlled means for energizing the clutch coupling means to produce forward or reverse operation of the driven shaft, whereby said reaction members become automatically disengaged from the stationary brake means when said reaction members are compelled to rotate in the same direction as the drive shaft upon engagement of said clutch coupling means.

19. Variable speed transmission mechanism for motor vehicles comprising in combination, a drive shaft and a driven shaft, two variable speed ratio planetary gear sets, a two element hydraulic coupling connection between one of the variable speed ratio planetary gear sets and the drive shaft, slideably positioned stationary brake means, reaction and helical groove controlled brake members associated with said gear set and cooperating with the stationary brake means, clutch coupling means between the two planetary gear sets, clutch coupling means between one element of the hydraulic coupling and one of the gear sets, fluid control and actuating means for said clutch coupling means, whereby said gear sets may be coupled to transmit engine or multiplied torque from the drive shaft to the driven shaft, said reaction members becoming 16 automatically disengaged from the stationary brake means when said reaction members are compelled to rotate in the same direction as the drive shaft upon engagement of one or both clutch coupling means.

20. The combination set forth in claim 19 in which when brake means between the driven shaft and one of the reaction members are provided to prevent the driven shaft from rotating in a direction opposite to that of the drive shaft, and roller brake means are provided between the driven shaft and the drive shaft to prevent the driven shaft from rotating faster than the drive shaft.

21. In a variable speed transmission comprising in combination, an input drive shaft, on output driven shaft, a'transmission casing, means defining a hydrodynamic coupling device including an input pump element and an output runncr element, said input pump element bein connected to be driven from said input shaft, means defining a first planetary set comprising a first orbit gear connected in driving relation to said output runner element, a first reaction sun gear, a first engageable and disengageable partial brake means drlvingly connected with said sun gear reaction member, a first planet pinion carrier, a first set of planet pinions on said carrier meshing with said orbit gear and said first sun gear, means defining a second planetary set comprising a second orbit gear drivingly connected with the carrier of said first planetary set, a second reaction sun gear, a. second engagea-ble and disenoageable partial brake means drivingly connected with said second sun gear reaction member, a second planet pinion carrier connected to said driven output shaft and carrying a second set of planet pinions meshing with said second orbit gear and said second reaction sun gear, and a third partial brake means connected with said casing so as to be non-rotatable with respect thereto, said third partial brake means cooperating with and efiective on both said first and second partial brake means to define a complete brake eflective to hold said first and second partial brake means from turning in the direction opposite to that in which said input shaft turns while not preventing the turning thereof in the opposite direction and being movable with respect to said first and second brake means and said casing whereby to be disengageable with respect to said first and second brake means.

22. In a variable speed transmission comprising in combination, an input drive shaft, an output driven shaft, 0. transmission casing, means defining a hydrodynamic coupling device including an input pump element and an output runner element, said input pump element being connected to be driven from said input shaft, means defining a first planetary set comprising a. first orbit gear connected in driving relation to said output runner element, a first reaction sun gear, a first engdgeable and disengageable partial brake means drivingly connected with said sun gear reaction member, a first planet pinion carrier, a first set of planet pinions on said carrier meshing with said orbit gear and said first sun gear, means defining a second planetary set comprising a second orbit gear dnm'ngly connected with the carrier of said first planetary set, a second reaction sun gear, a second engageable and disengageable partial brake means drivingly connected with said second sun gear reaction .membar, a second planet pinion carrier connected to said driven output shaft and carrying a second set of planet pinions meshing with said second complete brake for holding said first and second I partial brake means against relative turning in the direction opposite to that in which said input shaft turns while allowing free-wheeling thereof in the opposite direction and being movable with respect to said first and second brake-means and said casing whereby to be disengageable with respect to said first and second brake means.

23. In a variable speed transmission comprising in combination, on input shaft adapted to be connected in driving relation with a vehicle engine, an output shaft adapted to be connected in driving relation with the wheels of a vehicle, a transmission casing, means defining a hydrodynamic coupling device including an input member having a plurality of pump blades and an output member having a plurality of runner blades, means connecting said input member to said drive shaft, means defining a first planetary set comprising a first orbit gear, means connecting said orbit gear to saidoutput member, a first reaction sun gear, a first planet pinion carrier mountin planet pinions meshing with said first orbit gear and said reaction sun gear, means defining a second planetary set comprising a second orbit gear, means drivingly connecting said second orbit gear with the carrier of said first planetary set, a second sun gear reaction member, a second planet pinion carrier mounting planet pinions meshing with said second orbit gear and said second reaction sun gear, means drivingly connecting said second carrier with said output shaft and means effective for holding said first and second reaction sun gears against rotation in a direction opposite to that of said drive shaft while permitting free-wheeling movement in the opposite direction whereby to cause the driven shaft to rotate in the same direction as the drive shaft but at a reduced speed and an increased torque, said holding means being particularly characterized by the inclusion of a single partial brake means and separate partial brak'e means for each of said reaction sun gears respectively each cooperating with said single partial brake defining means, said single partial brake means being connected with said casing so as to be non-rotatable with respect thereto and being movable with respect to said separate brake means whereby to be disengageable with respect to said separate brake means.

24. In transmission mechanism, the combination of a drive shaft, a driven shaft, means for completing a forward drive power train from said drive shaft to said driven shaft and including a planetary gear set and a one-way brake for an element of said gear set for braking said lastnamed element to prevent the element from rotation in the reverse direction for thereby rendering the element the reaction element of the gear set, and a one-way engaging device connected in torque transmitting relation between said driven shaft and said one-way brake and engaging for rotation of said driven shaft in the reverse direction for coacting with said one-way brake for preventing reverse rotation of said driven shaft.

25. In transmission mechanism, the combination of a drive shaft, a driven shaft, means for completing a forward drive power train from said drive shaft to said driven shaft and including a planetary gear set and a one-way brake, said planetary gear set comprising an orbit gear adapted to be driven from said drive shaft, a sun gear, a planet gear in mesh with said sun and orbit gears and a carrier for said planet gear connected in torque transmitting relation with said driven shaft, said one-way brake-being eflective on said sun gear to prevent the sun gear from rotation in the reverse direction for thereby rendering the sun gear the reaction element of the gear set, and a one-way engaging device connected in torque transmitting relation between said driven shaft and said one-way brake and engaging for rotation of said driven shaft in the reverse direction for coacting with said one-way brake for preventing reverse rotation of said driven shaft.

26. In transmission mechanism, the combination of a drive shaft, a driven shaft, means for completing a forward drive power train from said drive shaft to said driven shaft and including a planetary gear set and a one-way brake for an element of said gear set for braking said lastnamed element to prevent the element from rotation in the reverse direction for thereby-rendering the element the reaction element of the gear set, a one-way engaging device connected in torque transmitting relation between said driven shaft and said one-way brake and en-' gaging for rotation of said driven shaft in the reverse direction for coacting with said one-way brake for preventing reverse rotation of said driven shaft, and means for selectively rendering said one-way brake ineffective for thereby providing a neutral condition for the transmission mechanism and for allowing reverse rotation of 'said'driven shaft.

" with said driven shaft, said one-way brake being effective on said sun gear to prevent the sun gear from rotation in the reverse direction for thereby rendering the sun gear the reaction element of the gear set, a one-way engaging device connected in torque transmitting relation between said driven shaft and said one-way brake and engaging for rotation of said driven shaft in the reverse direction for coacting with said one-waybrake for preventing reverse rotation of said driven shaft, and means for selectively rendering said one-way brake ineffective for thereby providing a neutral condition for the transmission mechanism and for allowing reverse rotation of said driven shaft.

28. A variable speed transmission comprising in combination, a transmission casing, a drive shaft, a driven shaft, a hydrodynamic coupling device having a driving element and a driven element, said driving element being connected to said drive shaft, an internal gear connected to said driven element of said hydrodynamic coupling device, a first reaction member including a sun gear, a first planet pinion carrier, planet 'pinions on said carrier meshing with said internal gear and said sun gear, a first gear connected to said first planet pinion carrier, a second reaction member including a second gear, a second planet pinion carrier connected to said driven .19 I shaft, planet pinions on said second carrier meshing with said first and second gears, bralte meansfor said first and-second reaction members and including a, common member nametatable with respect to said transmission casino 7 and movablefrom a neutral position in which both of said brake means are inoperative to an operative position i i-which both of said brake means are efiective for preventing rotation of the said two reaction members in a direction opposite to that of the drive shaft to thereby cause the driven shaft to rotate in the same direction as the drive shaft but at reduced speed and in-- creased torque.

29. A variable speed transmission comprising in combination a transmission cosinea drive shaft, a driven shaft, a hydrodynamic coupling device having a driving element and a driven element,

- 29. planet pinions on said second carrier meshing withsaid first and second gears, one wag brake means for said first and second reaction member a common member nonrotatable with'respecttosaidtransmissioncasingandmovablefromaneutralpositioninwhichbothof said brake means are inoperative to an operative position in which both of said brake means are effective for preventing rotation of thesaid two reaction members in a direction opposite to that of the drive shaft to thereby cause the driven shaft to rotate in the same direction as the drive shaft but at reduced speed and increased torque.

. I FREDERICK W; SEYBOLD.

\ REFERENCES cn'nn The following references are of record in the file at this patent or the original patent:

UNITED STATES PATENTS Number Name Date 2,129,863 Neracher Sept. 13, 1939 2,251,464 Neracher Aug. 5, 1941 2,333,669 Neracher Nov. 9, 1943 2,366,968 Sey'boid Dec. 26, 1944 2391;948 Beybold Dec. 25. 1945 2,395,459. Cams-gun Feb. 26, 1946 N Kelbel Aug. 20, 1948 Certificate of Correction Reissue No. 23,630 March 10, 1953 FREDERICK W. SEYBOLD It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows:

Column 1, line 36, for which provides read which produces column 10, line 31 and column 13, line 27, for level read bevel and that the said Letters Patent should be read as corrected above, so that the same may conform to the record of the case in the Patent Oflioe.

Signed and sealed this 16th day of June, A. D. 1953.

THOMAS F. MURPHY,

Assistant Commissioner of Patents. 

